WO2021181127A1 - 走行経路の設定方法、及び、走行経路の設定装置 - Google Patents

走行経路の設定方法、及び、走行経路の設定装置 Download PDF

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Publication number
WO2021181127A1
WO2021181127A1 PCT/IB2020/000332 IB2020000332W WO2021181127A1 WO 2021181127 A1 WO2021181127 A1 WO 2021181127A1 IB 2020000332 W IB2020000332 W IB 2020000332W WO 2021181127 A1 WO2021181127 A1 WO 2021181127A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
turning
traveling
traveling route
setting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2020/000332
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English (en)
French (fr)
Japanese (ja)
Inventor
南里卓也
田中慎也
山口翔太郎
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Nissan Motor Co Ltd
Original Assignee
Renault SAS
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Renault SAS, Nissan Motor Co Ltd filed Critical Renault SAS
Priority to US17/909,605 priority Critical patent/US20230112601A1/en
Priority to PCT/IB2020/000332 priority patent/WO2021181127A1/ja
Priority to EP20924611.5A priority patent/EP4119409A4/en
Priority to JP2022506980A priority patent/JPWO2021181127A1/ja
Priority to CN202080098396.1A priority patent/CN115279639A/zh
Publication of WO2021181127A1 publication Critical patent/WO2021181127A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18159—Traversing an intersection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0027—Planning or execution of driving tasks using trajectory prediction for other traffic participants
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/20—Static objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4045—Intention, e.g. lane change or imminent movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4049—Relationship among other objects, e.g. converging dynamic objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/60—Traffic rules, e.g. speed limits or right of way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/40—High definition maps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the present invention relates to a traveling route setting method and a traveling route setting device.
  • the traveling route of the own vehicle is determined according to the distance to the adjacent vehicle. For example, in WO2018-047291A, when there is a curve in front of the traveling path of the own vehicle and another vehicle is traveling in the adjacent lane, the own vehicle and the other vehicle do not run in parallel. Disclosed is a technique for suppressing the approach of another vehicle and the own vehicle by setting a traveling route having a distance between vehicles in the front-rear direction.
  • An object of the present invention is a method of setting a traveling route and setting of a traveling route so as to suppress the approach of another vehicle to the own vehicle when a plurality of vehicles traveling in parallel in the vehicle width direction make the above-mentioned turning. To provide a system.
  • the traveling route of the own vehicle to be set includes a traveling route that turns across another lane at an intersection, and the traveling of the own vehicle is described.
  • the traveling route when the vehicle turns is set inside the turning direction as compared with the case where it does not exist.
  • FIG. 1 is a schematic configuration diagram of a driving support device according to the first embodiment.
  • FIG. 2 is a diagram showing a traveling state of the vehicle when the traveling route is corrected.
  • FIG. 3 is a diagram showing an example of correction of a traveling path.
  • FIG. 4 is a flowchart showing driving support control.
  • FIG. 5 is a flowchart showing the details of the traveling route generation control.
  • FIG. 6 is a schematic configuration diagram of the driving support device according to the second embodiment.
  • FIG. 7 is a flowchart showing driving support control.
  • FIG. 8 is a schematic configuration diagram of the driving support device according to the third embodiment.
  • FIG. 9 is a diagram showing a traveling state of the vehicle when the traveling route is corrected.
  • FIG. 10 is a diagram showing a traveling state of the vehicle when the traveling route is corrected.
  • FIG. 11 is a diagram showing a traveling state of the vehicle when the traveling route is corrected.
  • FIG. 12 is a diagram showing a traveling state of the vehicle when the traveling route is corrected.
  • FIG. 13 is a flowchart showing driving support control.
  • FIG. 14 is a flowchart showing the driving support control according to the fourth embodiment.
  • the “driving support” in the present specification includes vehicle motion control (automatic driving levels 1 to 4) that assists a part of the driving operation by the driver of the vehicle, and motion control of the vehicle without operation by the driver (automatic driving level 1 to 4). It is a concept that also includes the operation level 5).
  • the left lane is the traveling lane and the right lane is the oncoming lane in the traffic regulations (that is, the traffic regulations in the traffic of the vehicle are the left traffic). Therefore, among the left and right turns at the intersection, the turn that crosses the oncoming lane, which is the straight path of the oncoming vehicle, or the turn that crosses the own lane from the right direction, is a right turn.
  • a turn that does not cross the oncoming lane at an intersection and joins the lane that intersects the own lane from the right, that is, a turn that does not cross another lane is a left turn.
  • the traffic regulations when the right lane is the driving lane and the left lane is the oncoming lane (that is, when the traffic regulations for vehicle traffic are right-hand traffic), a turn across another lane is a left turn.
  • FIG. 1 is a schematic configuration diagram of the driving support device 1 according to the present embodiment.
  • the driving support device 1 is mounted on a vehicle or the like, detects the surrounding environment of the own vehicle, and estimates the driving environment based on the detected information on the surrounding environment. Then, the driving support device 1 executes acceleration / deceleration, lane change, and the like based on the estimation result of the traveling environment, or supports them.
  • the driving support device 1 may provide driving support by displaying the traveling route on a monitor or the like.
  • the driving support device 1 includes an object detection sensor 11, an object recognition unit 12, an own vehicle position acquisition sensor 13, a map storage unit 14, an in-map own vehicle position estimation unit 15, a travel route generation unit 20, and a vehicle. It has a control unit 31.
  • the driving support device 1 there are some configurations of the driving support device 1, for example, an object recognition unit 12, a map storage unit 14, a vehicle position estimation unit 15 in the map, and a travel route generation unit.
  • 20 and the vehicle control unit 31 are configured by one controller.
  • the controller is composed of a computer including a central arithmetic unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • the controller may be configured as one device, or may be divided into a plurality of blocks, and each process of the present embodiment may be configured to be distributed in the plurality of blocks.
  • the object detection sensor 11 acquires the position, traveling direction, size, speed, etc. of an object (for example, a vehicle, a motorcycle, a walking vehicle, an obstacle, etc.) existing around the own vehicle.
  • the object detection sensor 11 is a LiDAR (Light Detection And Ringing), a millimeter-wave radar, a camera, or the like.
  • the object detection result by the object detection sensor 11 includes the position, traveling direction, size, speed, and the like of the object on the road surface on which the own vehicle travels.
  • the object detection sensor 11 outputs the detection result of the object to the object recognition unit 12.
  • the object recognition unit 12 corrects the error in the sensor by using the detection result of the object by the object detection sensor 11, and the rational position, the traveling direction, and the size that minimize the error for each object in the detection result. Find the speed, etc. Further, the object recognition unit 12 verifies (associates) the identity of the object in the detection results at different times, and estimates the velocity of the object based on the association.
  • the object recognition unit 12 outputs a recognition result such as a position, a traveling direction, a size, and a speed of an object existing around the own vehicle to the traveling route generation unit 20.
  • the recognition result by the object recognition unit 12 is shown using the relative coordinates centered on the own vehicle.
  • the own vehicle position acquisition sensor 13 measures the absolute position, traveling direction, speed, etc. of the own vehicle by a sensor that measures the absolute position such as GPS (Global Positioning System) or odometry.
  • the own vehicle position acquisition sensor 13 outputs the position information of the own vehicle to the own vehicle position estimation unit 15 in the map.
  • the map storage unit 14 stores high-precision map data, and provides map information such as absolute positions such as curbs and lanes, lane connection relationships, and relative positional relationships from the high-precision map data.
  • the map storage unit 14 outputs the stored map information to the own vehicle position estimation unit 15 in the map.
  • the own vehicle position estimation unit 15 in the map is based on the position information of the own vehicle obtained by the own vehicle position acquisition sensor 13 and the map information stored in the map storage unit 14, and the position of the own vehicle in the map. To estimate.
  • the own vehicle position estimation unit 15 in the map outputs the position information of the own vehicle in the map to the traveling route generation unit 20.
  • the traveling route generation unit 20 uses the recognition result by the object recognition unit 12 and the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map to move the own vehicle from the current position to the target position. Generate a travel route on which the vehicle will travel in the future. Then, the traveling route generation unit 20 corrects the traveling route inward in the turning direction in the situation shown in FIG. 2 below.
  • the destination position may be a destination set in advance by an occupant or the like, or may be a target position on the route to be passed before heading to the destination.
  • FIG. 2 is a diagram showing the traveling state of the vehicle when the traveling route is corrected.
  • the lane extending in the vertical direction and the lane extending in the horizontal direction intersect at the intersection.
  • the three lanes L1 on the left side are the traveling lanes
  • the two lanes L2 on the right side are the oncoming lanes.
  • the two lanes L1 on the right side of the three traveling lanes L1 are dedicated right turn lanes (hereinafter, also referred to as right turn lanes) for turning across the oncoming lane and the lanes intersecting from the right.
  • right turn lanes right turn lanes
  • the own vehicle A is traveling on the inner side (right side) of the two right turn lanes in the turning direction
  • the other vehicle B is traveling on the outer side (left side) in the turning direction.
  • the vehicle B exists within a predetermined distance outside the turning direction of the turning path of the own vehicle A, and is hereinafter referred to as an adjacent turning vehicle B.
  • the adjacent turning vehicle B may approach the own vehicle A, so that the traveling route generation unit 20 is placed in the lane of the own vehicle A.
  • the travel path is corrected inward in the turning direction with respect to the traveling route when the adjacent turning vehicle B does not exist.
  • FIG. 3 is a diagram showing an example of a traveling route correction method.
  • the own vehicle A and the adjacent turning vehicle B shown in FIG. 2 and the turning portion of the traveling paths of these vehicles when making a right turn are shown.
  • the set travel route before correction is indicated by a broken line
  • the travel route after correction is indicated by a solid line.
  • the turning start position X in the traveling route set when the adjacent turning vehicle B does not exist is corrected to X'in front of the traveling direction.
  • the turning end position Y is corrected to Y'on the back side in the traveling direction. Then, a traveling path is set so that the change in the turning radius is minimized between X'and Y'.
  • the turning path between the turning start position and the turning end position is shown by a quadrant, but it is not limited to this.
  • the turning start position may be determined by a road structure such as a road display or a curb on the side for guiding the traveling route of a right turn at an intersection.
  • the turning end position may be determined by the starting point of the turning lane.
  • the travel route generation unit 20 includes an adjacent vehicle detection unit 21, a travel route setting unit 22, and a travel route correction unit 23.
  • the adjacent vehicle detection unit 21 detects another vehicle existing within a predetermined distance on the outside (left side) of the turning direction when the own vehicle makes a right turn so as to straddle the oncoming lane. Detect as an adjacent vehicle.
  • the adjacent vehicle detection unit 21 may detect another vehicle that is within a predetermined distance outside the turning direction of the own vehicle and is in front of the traveling direction as an adjacent vehicle.
  • the adjacent vehicle detection unit 21 detects an adjacent vehicle when the vehicle travels in the vicinity of the stop line before entering the intersection.
  • the detection of the adjacent vehicle may be performed when the vehicle is stopped according to the stop display of the traffic light on the stop line.
  • the travel route setting unit 22 acquires the map information stored in the map storage unit 14 and the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map.
  • the travel route setting unit 22 sets a travel route for each lane from the current vehicle position to the target position by using the destination on the map set by the occupants and the position information of the vehicle in the map. Then, the traveling route setting unit 22 sets the traveling route at the intersection so that the change in the turning radius is small.
  • the travel route setting unit 22 detects the lane shape around the own vehicle based on the image information acquired by the object detection sensor 11, and uses the detected lane shape as the map information. , Set the driving route.
  • Information acquired by an in-vehicle sensor such as a camera may be used for setting the travel route by the travel route setting unit 22, and the road display, the structure, the lane of the turning destination, etc. included in the map data, etc. Information may be used as a supplement.
  • the travel route setting unit 22 identifies the position of the exit of the intersection at the turning point based on the road marking or the structure indicating the turning direction of the right turn in the intersection, and determines the position of the entrance and the exit of the intersection. Set the travel path within the intersection so that the change in turning radius is minimized between them.
  • the travel route correction unit 23 corrects (sets) the travel route that turns at the intersection set by the travel route setting unit 22 inward in the turning direction. That is, when the adjacent vehicle is not detected by the adjacent vehicle detection unit 21, the traveling route correction unit 23 is located in the intersection so that the change in turning radius between the entrance position and the exit position of the intersection is minimized.
  • the traveling route set when the adjacent vehicle is not detected by the adjacent vehicle detection unit 21 is corrected inward in the turning direction to correct the intersection. Set the driving route within.
  • the adjacent vehicle detected by the adjacent vehicle detection unit 21 includes not only the adjacent turning vehicle shown in FIG. 2 but also the adjacent vehicle traveling straight ahead.
  • the traveling route correction unit 23 corrects the traveling route on the inside in the turning direction, so that the adjacent turning vehicle B as shown in FIG. 2 can be obtained.
  • the traveling path may be corrected inward in the turning direction only when the adjacent vehicle detected by the adjacent vehicle detection unit 21 is an adjacent turning vehicle.
  • the vehicle control unit 31 controls the vehicle along the set travel route. conduct.
  • the vehicle control unit 31 follows the travel route of the own vehicle while observing the traffic rules, and further, based on the predicted travel route of the other vehicle, does not collide with the other vehicle and is caused by the behavior of the other vehicle. It generates a travel route and speed profile that allows the vehicle to travel smoothly without sudden deceleration or sudden steering. Then, the vehicle control unit 31 controls the vehicle according to the generated travel path and speed profile.
  • the vehicle control unit 31 may display the traveling support according to the own vehicle route and the speed profile.
  • FIG. 4 is a flowchart showing the driving support control performed by the driving support device 1. This driving support control is repeatedly executed at a predetermined cycle. Further, this driving support control may be performed by executing a program stored in the controller included in the driving support device 1.
  • step S1 the controller (object recognition unit 12) uses the detection result of the object around the own vehicle by the object detection sensor 11 to determine the position, traveling direction, size, speed, etc. of each object existing around the own vehicle. Get the recognition result.
  • the detection result for example, in a zenith map in which the own vehicle is viewed from the air, the two-dimensional position, posture, size, speed, and the like of the object are shown.
  • step S2 the controller (object recognition unit 12) corrects the error of the object detection sensor 11 based on the object detection result in step S1, and further, the object identity in the object detection results output at different times. Perform verification (association). In this way, the controller (object recognition unit 12) outputs the recognition results of the position, traveling direction, size, speed, and the like of the objects existing around the own vehicle to the traveling route generation unit 20.
  • step S3 the controller (own vehicle position estimation unit 15 in the map) acquires the own vehicle position based on the detection result of the own vehicle position acquisition sensor 13.
  • step S4 the controller (own vehicle position estimation unit 15 in the map) acquires high-precision map data stored in the map storage unit 14.
  • step S5 the controller (own vehicle position estimation unit 15 in the map) identifies the own vehicle position in the map by using the own vehicle position acquired in step S3 and the map data acquired in step S4. ..
  • step S6 the controller (traveling route generation unit 20) detects the detection result of the object existing in the vicinity of the own vehicle acquired in step S2, the position of the own vehicle in the map acquired in step S5, and the destination.
  • the travel route of the own vehicle is generated by using the information of.
  • step S7 the controller (vehicle control unit 31) drives the own vehicle along the travel path of the own vehicle generated in step S6. Further, the controller (vehicle control unit 31) may provide travel support so as to travel along the travel route of the own vehicle generated in step S6.
  • FIG. 5 is a flowchart showing the details of the traveling route generation control shown in step S6 of FIG.
  • step S61 the controller (travel route setting unit 22) has the map information stored in the map storage unit 14, the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map, and the destination. Use the information in the above to set the travel route from the current position of the own vehicle to the destination or the position via which the destination is reached.
  • step S62 the controller (adjacent vehicle detection unit 21, travel route correction unit 23) includes a turn (right turn) such that the vehicle crosses another lane at an intersection in the travel route of the vehicle set in step S61. If the current position of the vehicle is within a predetermined distance from the entrance of the intersection (near the intersection), the vehicle exists within the predetermined distance range outside the turning direction (left side). The vehicle is detected as an adjacent vehicle.
  • step S62: Yes the controller then executes the process of step S63. If the adjacent vehicle is not detected (S62: No), the controller ends the travel route generation control.
  • step S63 the controller (travel path correction unit 23) corrects (sets) the travel path set by the travel route setting unit 22 in step S61 so as to be inside the turning direction. By correcting the traveling route in this way, it is possible to reduce the possibility that the adjacent vehicle B approaches the own vehicle A in the situation shown in FIG.
  • the vehicle control unit 31 controls the travel of the own vehicle according to the travel route generated by the travel route generation unit 20. By doing so, it is possible to prevent the automatic driving from being canceled due to the driver operating the steering wheel in response to the approach of the adjacent turning vehicle to the own vehicle, so that the automatic driving can be easily continued. Therefore, the stability of the operating condition is improved.
  • the traveling route setting method of the first embodiment when the own vehicle turns across another lane at an intersection (turn right in the present embodiment), the adjacent vehicle existing on the outside of the turning direction (left side in the present embodiment).
  • the traveling route in the intersection is set to the inside in the turning direction as compared with the case where the detection is not performed (S63).
  • the traveling route correction unit 23 corrects the turning start position X to X'in front of the traveling direction in the turning path at the intersection.
  • the turning end position Y is corrected to Y'on the back side in the traveling direction.
  • the traveling path is set so that the change in the turning radius is minimized between the X'and Y'corrected in this way.
  • the position of the own vehicle in the vehicle width direction does not change at the start of turning and at the end of turning. Further, by setting the turning path so that the change in the turning radius is minimized, it is possible to suppress the deterioration of the riding comfort due to the change in the position in the vehicle width direction of the own vehicle and the turning radius.
  • the travel route setting unit 22 has described an example in which the travel route of the own vehicle is set from the map information and the own vehicle is controlled so as to travel along the travel route, but the present invention is limited to this. No. From the map information, the travel route setting unit 22 sets a travel route range as a travel region having a predetermined width in the vehicle width direction formed by the boundary outside the turning direction and the boundary outside the turning direction. The traveling route may be set within the range.
  • the traveling route setting unit 22 sets a traveling route so that the steering wheel operation becomes smaller in the set traveling route range. Then, when an adjacent vehicle is detected, the traveling route correction unit 23 changes the boundary outside the turning direction of the traveling route range to the inside, and resets the traveling route within the changed traveling route range. In this way, the traveling path is corrected.
  • the position of the own vehicle in the vehicle width direction is not changed at the start and end of the turn, so that the ride quality is caused by the change in the position of the own vehicle in the vehicle width direction. Can be suppressed.
  • the traveling route generation unit 20 detects an adjacent vehicle including an adjacent turning vehicle mainly based on the recognition result by the object recognition unit 12 has been described, but the present invention is not limited to this. In the present embodiment, an example of detecting an adjacent turning vehicle based on a traveling lane will be described.
  • FIG. 6 is a schematic configuration diagram of the driving support device 1 according to the second embodiment.
  • the traveling route generation unit 20 is provided with the adjacent turning vehicle detection unit 21A instead of the adjacent vehicle detection unit 21. , The lane determination unit 24 and the traveling lane determination unit 25 are added.
  • the lane determination unit 24 determines whether or not there is a right turn lane by determining the type of the own vehicle's traveling lane or adjacent lane based on the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map. judge.
  • the lane determination unit 24 may determine the presence or absence of a right turn lane from a road display, a sign, or the like based on information acquired by an in-vehicle sensor such as a camera instead of map information.
  • the traveling lane determination unit 25 determines which lane the traveling lane of the own vehicle is traveling in. In the example of FIG. 2, the traveling lane determination unit 25 determines whether the traveling lane of the own vehicle is the first turning lane, that is, inside (right side) in the turning direction among a plurality of right turn lanes that turn across other lanes. Judge whether or not.
  • the adjacent turning vehicle detection unit 21A first detects another vehicle existing within a predetermined distance on the side of the own vehicle. Then, when the lane determination unit 24 determines that the own vehicle is traveling in the right turn lane (first turn lane) inside the turning direction among the plurality of right turn lanes, the adjacent turning vehicle detection unit 21A itself When another vehicle is detected in the right turn lane (second turning lane) outside the turning direction of the vehicle, the other vehicle is detected as an adjacent turning vehicle.
  • the adjacent turning vehicle detection unit 21A may detect the turning of another vehicle by using the recognition result by the object recognition unit 12, and with such a configuration, only the recognition result by the object recognition unit 12 can be detected.
  • the traveling route can be corrected only for the adjacent turning vehicle, and the unnecessary route is corrected. It is possible to suppress the discomfort of the occupants.
  • FIG. 7 is a flowchart showing the details of the traveling route generation control in the present embodiment.
  • step S62A is provided instead of step S62, and after step S61 and before step S62A. , Steps S64 and S65 have been added.
  • step S64 the controller (lane determination unit 24) uses the map information stored in the map storage unit 14 and the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map. Is the current position of the own vehicle within a predetermined distance from the entrance of the intersection (near the intersection), and is there multiple right turn lanes (turning lanes) that straddle other lanes between the intersections ahead? Judge whether or not.
  • step S65 If there are a plurality of right turn lanes (S64: Yes), the controller then executes the process of step S65. When the plurality of right turn lanes do not exist (S64: No), the controller ends the travel route generation control without correcting the travel route set in step S61.
  • step S65 the controller (lane determination unit 24) uses the map information stored in the map storage unit 14 and the position information of the own vehicle in the map obtained by the own vehicle position estimation unit 15 in the map. It is determined whether or not the traveling lane of the own vehicle is the first turning lane, which is a lane other than the outermost lane in the turning direction with respect to the turning center among a plurality of right turn lanes (turning dedicated lanes).
  • step S64 When the own vehicle travels in the first turning lane (S63: Yes), the controller then executes the process of step S64.
  • the controller controls the traveling route generation without correcting the traveling route set in step S61. To finish.
  • step S62A when the controller (adjacent turning vehicle detection unit 21A) detects another vehicle existing in the second turning lane, which is the right turn lane adjacent to the outside in the turning direction of the own vehicle, the other vehicle is detected as an adjacent turning vehicle. Detect as.
  • step S63 when there is an adjacent turning vehicle, the traveling path inside the intersection is corrected.
  • the traveling route setting method of the second embodiment it is detected that there are two or more turning lanes (right turn lane in this embodiment) that turn across the oncoming lane (S64: Yes), and the own vehicle
  • the first turning lane which is a lane other than the outermost lane in the turning direction among the plurality of dedicated turning lanes (S65: Yes)
  • the second lane adjacent to the outside in the turning direction with respect to the first turning lane When an adjacent turning vehicle is detected within a predetermined distance in the turning lane (S62A: Yes), the traveling route at the intersection is corrected inward (S63).
  • the detection accuracy of the adjacent turning lane can be improved as compared with the case where the adjacent turning vehicle is detected using only the object recognition result by the object recognition unit 12 without using the lane information. can. As a result, it becomes easy to prevent the adjacent turning vehicle from approaching the own vehicle.
  • the traveling route generation unit 20 corrects the traveling route when the adjacent turning vehicle is detected.
  • the traveling route generation unit 20 corrects the traveling route when it is detected that the route is inside the turning direction than in the normal state.
  • FIG. 8 is a schematic configuration diagram of the driving support device 1 according to the third embodiment.
  • the traveling route generation unit 20 further includes an obstacle detection unit 26, a turning oncoming vehicle detection unit 27, and an adjacent turning vehicle lateral position detection.
  • a unit 28 and a traffic light state detection unit 29 are provided.
  • the obstacle detection unit 26 estimates the traveling route of the adjacent turning vehicle after turning, and determines the presence or absence of an obstacle in the estimated traveling route after turning.
  • the travel route correction unit 23 corrects the travel route when the obstacle detection unit 26 detects an obstacle in the travel route after turning in the adjacent turning lane.
  • the parked vehicle C may exist as an obstacle on the traveling route after the adjacent turning vehicle B turns at the intersection.
  • the adjacent turning vehicle B may travel on the right side in the lane after turning in order to avoid the parked vehicle C. Therefore, the traveling route correction unit 23 can prevent the adjacent turning vehicle from approaching the own vehicle by correcting the traveling route inward in the turning direction.
  • the turning oncoming vehicle detection unit 27 determines whether or not there is an oncoming vehicle traveling toward the own vehicle in the oncoming lane, and further, the oncoming vehicle is in the straight-ahead lane on the own vehicle side. It is determined whether or not to make a turn (turn right) that straddles. Then, the turning oncoming vehicle detection unit 27 detects an oncoming vehicle that makes a turn so as to straddle the straight lane on the own vehicle side as a turning oncoming vehicle. When the turning oncoming vehicle detection unit 27 detects a turning oncoming vehicle, the traveling route correction unit 23 corrects the traveling route inward.
  • an oncoming vehicle D exists in the oncoming lane with respect to the traveling lane of the own vehicle A, and the oncoming vehicle D keeps the straight lane on the own vehicle A side (the route when the own vehicle A goes straight). Make a right turn (turn to the left in the figure) in the direction of travel so as to straddle.
  • the adjacent turning vehicle B may change the traveling route inward in the intersection in order to avoid approaching the turning oncoming vehicle D. Therefore, the traveling route correction unit 23 can prevent the adjacent turning vehicle B from approaching the own vehicle A by correcting the traveling route of the own vehicle A inward.
  • the traveling route correction unit 23 determines whether or not the deviation detected by the adjacent turning vehicle lateral position detecting unit 28 is larger than the threshold value, and if it is larger than the threshold value, corrects the traveling route inward.
  • the adjacent turning vehicle B may travel inside the turning direction from the optimum traveling route as shown by the solid line.
  • the adjacent turning vehicle lateral position detecting unit 28 detects a deviation in the direction toward the inside of the actual turning direction of the adjacent turning vehicle B with reference to the ideal turning path. Then, when the deviation exceeds the threshold value, the traveling path correction unit 23 corrects the traveling path of the own vehicle A inward in the turning direction. As a result, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traffic light state detection unit 29 acquires information on the traffic light existing at the intersection.
  • the traffic light state detection unit 29 exists in front of the traveling direction of the own vehicle, and indicates whether or not the own vehicle A and the adjacent turning vehicle B can proceed, and the traffic light ⁇ and the own vehicle A. Detects the display of the pedestrian traffic light ⁇ indicating whether or not the pedestrian walking so as to intersect the traveling path after turning.
  • the traffic light state detection unit 29 may acquire traffic light information from the traffic infrastructure via communication.
  • the detection result of the object including the lighting state (display state) of each traffic light is output to the traffic light state detection unit 29.
  • the traffic light state detection unit 29 may detect the state of the traffic light using the result.
  • the traveling route correction unit 23 determines that the adjacent turning vehicle B is likely to travel inward in the turning direction in the intersection, and determines that the vehicle owns the vehicle. The traveling path of A is corrected inward in the turning direction.
  • the traveling route when the traffic light state detection unit 29 predicts that the time until the non-progressable (red) lighting is shorter than a predetermined threshold value based on the display pattern of the traffic light ⁇ acquired via communication, the traveling route.
  • the correction unit 23 corrects the traveling path of the own vehicle A.
  • the adjacent turning vehicle B may travel more inside the turning direction at the intersection in order to shorten the mileage at the intersection and shorten the turning time. Therefore, by correcting the traveling path of the own vehicle A inward in the turning direction, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traffic light state detection unit 29 cannot proceed when the lighting time of the traffic light ⁇ (blue) (that is, the elapsed time after the traffic light ⁇ changes to the traffic light) is longer than a predetermined threshold value. Since it can be determined that the time until the vehicle changes to (red) is short, the travel route correction unit 23 corrects the travel route of the own vehicle A. By doing so, even if the display pattern of the traffic light cannot be acquired via communication, if there is a possibility that the adjacent turning vehicle B travels further inside at the intersection, the traveling route of the own vehicle A Is corrected inward in the turning direction, so that the adjacent turning vehicle B can be prevented from approaching the own vehicle A.
  • the traveling route correction unit 23 corrects the traveling route of the own vehicle A.
  • the time until the traffic light ⁇ changes to non-progressive (red) Can be predicted to be short, so that the adjacent turning vehicle B may travel further inward at the intersection. Therefore, by correcting the traveling path of the own vehicle A inward in the turning direction, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • FIG. 13 is a flowchart showing the details of the traveling route generation control in the present embodiment.
  • step S66 is added after step S62A and before step S63 as compared with the travel route generation control of the second embodiment shown in FIG. 7.
  • step S66 the travel route correction unit 23 determines whether or not the travel route is corrected. Specifically, the traveling route correction unit 23 determines the detection result of at least one of the obstacle detection unit 26, the turning oncoming vehicle detection unit 27, the adjacent turning vehicle lateral position detection unit 28, and the traffic light state detection unit 29. Therefore, it is determined whether or not the traveling route needs to be corrected.
  • the traveling path correction unit 23 corrects the traveling path.
  • the traveling route correction unit 23 Correct the traveling route.
  • the traffic light state detection unit 29 indicates the traveling direction of the own vehicle A and the adjacent turning vehicle B, and the walking indicating the progress of the pedestrian walking so as to intersect the traveling route after the turning of the own vehicle A. Based on the detection result for at least one state of the pedestrian traffic light ⁇ , when it is predicted that the traveling path of the adjacent turning vehicle is likely to be inside the turning direction, the traveling route correction unit 23 sets the traveling route. It may be corrected.
  • the traveling route correction unit 23 corrects the traveling route.
  • the travel route correction unit 23 corrects the travel route.
  • the turning oncoming vehicle detection unit 27 can detect the length of the turning oncoming vehicle in the vehicle width direction, the traveling route correction unit 23 travels by detecting that the vehicle width length of the turning oncoming vehicle exceeds the threshold value. By correcting the route, it is possible to reduce the possibility that the adjacent turning vehicle approaches the own vehicle.
  • the turning oncoming vehicle detection unit 27 may detect the total length and height of the turning oncoming vehicle to determine the type of vehicle (bus, truck, etc.).
  • the traveling route correction unit 23 corrects the traveling route. You may. By doing so, it is possible to further reduce the possibility that the adjacent turning vehicle approaches the own vehicle.
  • the traveling route setting method of the third embodiment there is a case where an adjacent turning vehicle exists outside the turning direction of the traveling path of the own vehicle, and further, after the adjacent turning vehicle is turned by the obstacle detection unit 26.
  • the traveling route is corrected inward in the turning direction (S63).
  • the traveling route setting method of the third embodiment there is a case where an adjacent turning vehicle exists outside the turning direction of the traveling path of the own vehicle, and further, it exists in the oncoming lane by the turning oncoming vehicle detection unit 27.
  • the traveling path is corrected inward in the turning direction (S63).
  • the traveling route correction unit 23 can prevent the adjacent turning vehicle B, which can travel inside, from approaching the own vehicle A by correcting the traveling route inward.
  • the traveling route setting method of the third embodiment there is a case where an adjacent turning vehicle exists outside the turning direction of the traveling route of the own vehicle, and further, the vehicle width of the turning oncoming vehicle is determined by the turning oncoming vehicle detection unit 27.
  • the traveling path is corrected inward in the turning direction (S63).
  • the traveling route correction unit 23 can prevent the adjacent turning vehicle B from approaching the own vehicle A by correcting the traveling route inward.
  • the traveling route setting method of the third embodiment there is a case where an adjacent turning vehicle exists outside the turning direction of the traveling route of the own vehicle, and further, the adjacent turning vehicle lateral position detecting unit 28 of the adjacent turning vehicle causes the adjacent turning vehicle. Detects the deviation inside the turning direction of the actual adjacent turning vehicle based on the ideal turning path. Then, when the deviation exceeds the threshold value (S66: Yes), the travel path correction unit 23 corrects the travel path inward in the turning direction (S63).
  • the adjacent turning vehicle B travels on an ideal turning path (broken line) so that the change in turning radius is minimized in the intersection.
  • the adjacent turning vehicle B may travel on a traveling path (solid line) inside the turning direction from the ideal turning path. Therefore, when the deviation inside the turning direction of the actual adjacent turning vehicle B based on the ideal traveling route exceeds the threshold value, the traveling route correction unit 23 corrects the traveling route to the inside in the turning direction than when it does not exceed the threshold value. By doing so, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traffic light state detection unit 29 acquires the display state of the traffic light ⁇ indicating whether or not the vehicle can proceed. Then, the traveling route correction unit 23 estimates whether or not the traffic light ⁇ displays that the vehicle cannot proceed within a predetermined time, and there is an adjacent turning vehicle outside the turning direction of the traveling route of the own vehicle. When it is estimated that the vehicle cannot proceed within a predetermined time (S66: Yes), the traveling path is corrected inward in the turning direction (S63).
  • the adjacent turning vehicle B In the situation immediately before the traffic light ⁇ changes to be impassable, the adjacent turning vehicle B is likely to travel further inside at the intersection in order to shorten the mileage at the intersection and shorten the turning time. Therefore, by correcting the traveling path of the own vehicle A inward in the turning direction, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traveling route correction unit 23 allows the traffic light ⁇ to travel.
  • the traveling path is corrected inward in the turning direction (S63).
  • the adjacent turning vehicle B shortens the mileage at the intersection and shortens the turning time. Therefore, it is more likely to drive more inside at the intersection. Therefore, by correcting the traveling path of the own vehicle A inward in the turning direction, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traffic light state detection unit 29 detects the state of the pedestrian traffic light ⁇ with respect to the pedestrian E intersecting the course of the turning destination of the own vehicle A. Then, the traveling route correction unit 23 indicates that the adjacent turning vehicle exists outside the turning direction of the traveling route of the own vehicle, and further, the pedestrian traffic light ⁇ has changed from the progressable state to the non-progressable display. If it is detected (S66: Yes), the traveling path is corrected inward in the turning direction (S63).
  • the adjacent turning vehicle B may shorten the traveling distance at the intersection, shorten the turning time, and make the traveling route more inward. Therefore, by correcting the traveling path of the own vehicle A inward in the turning direction, it is possible to prevent the adjacent turning vehicle B from approaching the own vehicle A.
  • the traveling path correction unit 23 when determining the necessity of correction in step S66, includes an obstacle detection unit 26, a turning oncoming vehicle detection unit 27, an adjacent turning vehicle lateral position detection unit 28, and An example of determining whether or not correction of a traveling route is necessary according to the detection result of at least one of the traffic signal state detection units 29 has been described, but the present invention is not limited to this.
  • the traveling path correction unit 23 detects the obstacle detection unit 26, the turning oncoming vehicle detection unit 27, the adjacent turning vehicle lateral position detection unit 28, and the traffic light state detection unit 29. Based on the result, the possibility that the adjacent turning vehicle travels inside in the turning direction may be determined, and if the possibility exceeds the threshold value, it may be determined that correction is necessary. With such a configuration, it is possible to determine the necessity of a traveling route in consideration of the actual traveling situation.
  • FIG. 14 is a flowchart showing the details of the traveling route generation control in the fourth embodiment. Compared with the travel route generation control of the third embodiment shown in FIG. 13, the process of step S67 is added instead of step S66.
  • step S67 the traveling path correction unit 23 corresponds to each of the detection results of the obstacle detection unit 26, the turning oncoming vehicle detection unit 27, the adjacent turning vehicle lateral position detection unit 28, and the traffic light state detection unit 29. Find the probability that an adjacent turning vehicle will approach your vehicle. Then, the traveling route correction unit 23 determines the correction amount of the traveling route according to the sum of those probabilities.
  • control program for causing the controller, which is a computer, to execute the processing described in each of the above embodiments, and the storage medium in which the control program is stored are also within the scope of the matters described in the specification and the like at the time of filing in the present application. included.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)
PCT/IB2020/000332 2020-03-10 2020-03-10 走行経路の設定方法、及び、走行経路の設定装置 Ceased WO2021181127A1 (ja)

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US17/909,605 US20230112601A1 (en) 2020-03-10 2020-03-10 Traveling Path Setting Method and Traveling Path Setting Device
PCT/IB2020/000332 WO2021181127A1 (ja) 2020-03-10 2020-03-10 走行経路の設定方法、及び、走行経路の設定装置
EP20924611.5A EP4119409A4 (en) 2020-03-10 2020-03-10 ITINERARY SETTING METHOD AND ITINERARY SETTING DEVICE
JP2022506980A JPWO2021181127A1 (https=) 2020-03-10 2020-03-10
CN202080098396.1A CN115279639A (zh) 2020-03-10 2020-03-10 行驶路径的设定方法及行驶路径的设定装置

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JP2024018399A (ja) * 2022-07-29 2024-02-08 株式会社Subaru 車両の運転支援装置
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JPWO2021181127A1 (https=) 2021-09-16

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